Veaux



s sheets-shew@ iE. H. LEVEAUX.

CAR-PBOPELLER.

` Patented Nov. 9v, 1875.

Wawses:

V N.FETEES, PHoT-LITHQGRAFHER, WASHINGTON, D C.

N UN-MED `3 shows, carriage,) the mechanical arrangement which Der of driving the shaft C a3 are made of double the TES EDwARD H. LEvEAUx, or BROOKE GREEN,

HAMMERSMITH, ENGLAND.

" IMPROVEMENT IN CAR-PROPELLERS.

Specification forming part of Letters Patent No. lEQgSl, dated November 9, 1875; application led A September 28, 1875.

arranging therein la series of barrels containing coiledL springs, and connected with the driving-Wheels of the carriage. lhese springs, when wound up by the means to be presently described, will serve as a stored power for propelling the carriage.

In the accompanying drawings, Figure l is a side elevation of a tramway-carriage, fitted according to this invention, and showing the mechanism applied thereto for winding up the coiled springs. Fig. 2 is an inverted plan view ofthe same, with the barrels in section. Fig. in elevation, (applied to a tramway- I employ for winding up the springs of such carriages.

Below the floor of the carriage, the middle of itslength, I arrange groups of spring-barrels, two only being shown in the drawings; but'any greater number may be used if found convenient. These barrels A A are fitted loosely upon sleeve-arbors, (see Fig. 2,) which arbors are strung upon the axles B B. 0 is the winding-shaft, which has its bearings in side frames D, fitted to the under side of the carriage, which frames also form bearings for the axles B B. The manwill be hereafter The group of barrels A consists and near described.

Vof two barrels, a and al, and the group A consists of the barrels a2 a3. The barrels a and width of the4 barner periphery of rels al and a2, so as to contain each two springs. These barrels a al a2 a3 are mounted loosely on their respective sleeve-arbors b bl b2 b3. The rst sleeve-arbor b, strung upon the shaft B, is of length sufficient to passonly half-way through the barrel a; but the other sleevearbor, b1, extends from the middle of that barrel and through the next barrel al to the side frame. The sleeve-arbors on the shaft B are arranged in like manner, the sleeve-arbor b2 being only of sufficient length to reach to the 'middle of the barrel a3, and the sleeve-arbor b3 strung on the same shaft extending from b2 to the side frame.

of this spring is attached to a hook on the inthe barrel a. Within this barrel a is the second spring 2, having its coils in the reverse direction to the first spring, and attached in a similar manner, the outer coil to a hook in the barrel, and the inner coil toV a hook on the second sleeve-arbor b1. the barrel a is fitted the spring` 3, with its coils in the reverse direction to those of the spring 2, and the end of its innermost coil is attached to the arbor b1, and that of the outermost coil to a hook on the barrel al. This group of barrels and springs A is coupled with the ad- `]oining group A by spur-gear. d is a spurwheel attached to or forming part of the barrel al ofthe group A, and into it gears a similar spur-wheel,.cZ1, madefast to or forming part ofthe barrel a2 of the group A. Within this barrel a2 the spring 4 is fitted, as before explained, it being connected at its opposite ends to the barrel a2 and to the sleeve-arbor b2. To the inner end of the sleeve b2 is attached the spring 5, its coils being in reverse direction to those of the spring 4. The end of its outermost coil is attached to the barrel a3, and the end of its innermost coil to the sleeve b2. This barrel a3 also contains the spring 6 attached at its opposite .ends to the barrel and sleeve-arbor b3. Near one end of the winding-shaft (l is a pinion, c, which gears with a spur-Wheel, c1, made fast to the arbor wheels through 2 waere b of the barrel a. Near the opposite end of the shaft C is a ratchet-wheel, the retainingpawl of which is attached to the frame D to prevent the ruiming back of the winding-shaft. The sleeve-arbor b2 carries a pulley embraced by a friction-strap, which serves to fix the sleeve, and prevent its rotation when desirable.

In winding up the springs the clutches g1 gl, described hereafter, are to be in gear when the brake is not in use, so as to stop the ruiming down of the springs. The shaft C is rotated, and by means of the gearing c cl and d dkthe train of springs is coiled up. Made fast to the `sleeve b3 is a ratchet-wheel, b4, into the teeth of which takes a pawl, carried on the inner face of the spur-wheel e, which wheel runs loosely on the sleeve-arbor b3. Gearing into the spur-wheel e is a pinion, f, keyed on the shaft F. This shaft has its bearings in the side frames D, and serves to communicate, through spur-gearingf1 and f2, rotary motion to the axle G of the running wheels. On the,v axle G two pinions, g gif, are mounted loosely, and on their bosses clutch-teeth are formed to receive, respectively, the teeth of a pair of clutches, g1, which slide on feathers on the shaf't G, and are operated by the clutch-rod g2.

T his pair of piuions and clutches are used for the purpose of driving the carriage in' opposite directions, as desired. The clutch-rod gi2 is mounted on the side frames, so as to be capable of being traversed endwise by the reversing-lever g4, and is provided with two loose sleeves or bosses, g3, from which project the forks which embrace the sliding clutches. Around the clutch rod g2 are two helical springs, g5, separated by a loose central collar, or it may be one spring extending from one sliding fork to the other. These helical springs g5, being in compression, will bear the clutch- I forks against the fixed collars g'i on the clutchrod g2, and keep their respective sliding clutches in gear with the pinions g gif, when the reversing-lever g4 is in its intermediate position, thereby stopping the running down of the springs and admitting of their being wound The pinion g on the shaft G is driven direct from the spur-wheel f1 on the shaft F, as before explained; but the pinion g* is driven through the intermediate pinion g" from the spur-wheel fz on the shaft F, and, therefore, the pinions g and git are driven in opposite directions, as indicated by the arrows. When it is required to drive the carriage to the right hand, (as seen in side elevation,) the reversing-lever g4 is to be thrown into the position indicated by the dotted line w in Fig. 3; the clutch-rod g2 will be thereby slidden endwise and cause one of its fixed collars 96 to press against the sleeve of the fork and move the sliding clutch out of gear with the pinion g and compress the spring ofthe opposite clutch and hold it in gear with the pinion g* more firmly. The power stored in the springs is then allowed to drive the axle G of the runningthe spur-wheel f2, the intermediate pinion 97, and the pinion gf, on the driving-axle G, and thereby give motion to the carriage. This intermediate pinion a7 is carried by a shaft, g8, which has its bearings in radius-links D1 pendent, respectively, from from the shafts F and G. When, however, the direction o f the carriage is to be reversed the reversing-lever g4 is thrown into the position indicated by the dotted line y of Fig. 3, bywhich means the acting-clutch will be slidden out of gear and the idle clutch will be thrown into action, when motion will be thereby transmitted to the shaft G from the spurwheel f1 on the shaft F direct to the pinion g, thus transmitting motion to the driving-axle in a reverse direction to that given to it when the motion was transmitted to it through the intervention of the intermediate pinion g".

The means above described for connecting the groups of spring-barrels with the axle G of the running-wheels admits of the springpower being held back, when desired, by means of the brake 0.4' forming part of the ratchet wheel b4. This brake is operated through the connecting-shafts and gearing a5 from the platform of the carriage. A brake of the ordinary description is also to be applied to the running-Wheels for the purpose of stopping the car.

I will now describe the means which I employ for winding up the spring-barrels. Along the track or course to betraversed I a series of motive-power engines, arranged at suitable distances apart-'-say, a convenient length for a run. The places at which these engines are situate will form stopping-stations, where passengers may alight from or enter the carriages. While this is taking place the engine will be employed in winding np the springs, so as to prepare the carriage for continuing the journey.

Referring to Figs. a stationary-engine, tion to a belt-wheel, passes to a pulley,

l and 3, I is the shaft of which serves to give mo- K, the belt from which L, keyed to a horizontal shaft, M, which shaft is supported in bearings/l I placed below the roadway, and, for the sake of convenience, inclosed in a metal casing/or tube. Close to one side of the tramway- /ck, over which the carriage is intended to run, a box, N, is sunk in the roadway, and/through this box passes the shaft Keyed onto the shaft, within the box, is a spur-wheel, O, (see also Fig. 1,) which gears with a spur-wheel carried by a pair of radius-arms, Q, which have for their support the shaft lVI. of the spur-wheel P is fitted with 4a sleeve, so shaped as to connect with the winding-axle C of the carriage and to permit of its instant disconnection therefrom whenrequired. The box N is tted with a lid to cover the gearing when out of action. When it is desired to wind up the spring-barrels the carriage is brought up to position, as shown at Fig. 1. Thelid of the box N is thrown back and the spur-wheel P is raised to the dotted position and the sleeve of its axle is slidden into conprovide The axle nection with the shaft G. The engine I is then set in motion, and by means of its conshaft Mit will cause the spur-wheels O and P to rotate, and through the sleeve or other couplings give rotary motion to the shaft spring barrels.

C and thereby Wind up the To prevent overwinding a friction-coupling may be introduced at any convenient part of of forcibly disconn coupling from the the apparatus, or a means ecting the sleeve or other shaft O may be provided.

When the spur-wheel P has been disconnected from the carriage it will be returned to its depressed position and the lid of the box will be closed. It will, ofcourse, be necessary to provide that the stored power of the springs shall more than suffice for completing the run to the next station in order to avoid the possibility of the carriage being brought toa stand-still before the power can be renewed.

Having now set forth the nature of my invention and explained the manner of carrying the saine into effect, I claim-` 1. In combination with a carriage provided with motive-power springs for propelling the saine, a series of stationary engines set at given distances apart along the route to be traversed, each engine being coupled with underground shafting M, fitted with a spur-wheel, O, in gear with a spur-wheel, P, carried by the radius arms Q, and fitted with a sliding sleeve for engaging with the squared end of the Winding-shaft C ofthe carriage, substantially as and for the purpose described. Y

2. In combination with a tramway-carriage, the groups of spring-barrels a al a2 a3, with their coiled springs l 2 3 4 5 6, secured at their opposite ends, as described, such groups beingW coupled together by`spur-gearing d and "all, and connected at one end by gearing to the Winding-shaft and at the opposite end with a friction-strap, all as and for the purpose above described. f

3. The arrangement of gearing e, f, f1, f2, g, and gi, with their sliding clutches g3, sliding rod g2, and reversinglever g4, for transmittin motion from the barrel a3 to the axle G ofthe running-wheels of the carriage, in the manner above described.

London, the 13th day of August, 1875.

Enw. n. LEVEAUX. Witnesses: 

